Mercedes-Benz Cars. All About Mercedes Cars

Mercedes-Benz Cars. All About Mercedes Cars

Those parts themselves aren't especially humble, either. The second-generation CLK line appeared for '03 (a Cabrio joins the family in '04) using a lot of existing E Class componentry to bring the swagger of the flagship CL coupes to a friendlier price point. The rigid, aerodynamic body carries a full complement of Mercedes' finest hardware, from well-sorted brakes, steering, and suspension bits to all the computer-based driver aids (Electronic Stability Control, Automatic Slip Control, Brake Assist, and more). You can get a CLK with 215 horsepower (the 3.2-liter V-6 CLK320) or 302 (the 5.0 V-8-powered CLK500), but the brew really starts to fizz when Mercedes adds the stroked 5.5-liter V-8 assembled by in-house tuners AMG. This isn't the supercharged version that stuffs 469 horses into an E55 super sedan or 493 into an S55 or SL55. But in naturally aspirated form, the engine makes 362 horses and 376 lb-ft of torque, giving the 3635-pound CLK plenty of pop. Lapping Germany's Hockenheim race course (the new track through the stadium, not the old one through the woods), the CLK55 felt solid, but lively and eager. More responsive than the E55, more settled than the SL55, and more agile than the S55, the midsize coupe was the nicest of the line in hard direction changes, heavy braking into bends, and clawing out onto straights. The stiff body structure and supple suspension give good comfort and accurate control--about all we might have wished for was more talkative steering and a true manual gearbox. An impromptu slalom competition demonstrated not only how calm the CLK remains when being flogged and how lustily the V-8 pulls from modest revs, but also how enthusiastic the electronic-traction nanny can be. Dashes through the course, at equal levels of intensity, consistently gave faster times and less drama when the ESP and ASR were left engaged. The dampness of a morning shower especially emphasized the system's value, but even when the pavement dried, the electronics were still the fast way to go.

Comfort mode changes up often and early, sports mode holds on a little longer, but not too much that it leaves the engine floundering at the top of its rev range. This car has more than just a great engine; there鈥檚 also things happening underneath. To improve aerodynamic efficiency, but without resorting to garish body-kits, underbody panels have been employed. For example, directly under the chin, there鈥檚 a fluted panel to direct airflow cleanly under the car. Behind the rear wheels, plastic sheets creat a flat area to prevent turbulence, and thus drag. A thinner windscreen, lighter alloy wheels, and removal of some acousting damping has also been used in Mercedes-Benz鈥檚 BlueEFFICIENCY programme, although road noise is not intrusive, despite the larger, optional 17-inch wheels on the test car. Does it all add up? Certainly. We equalled the urban ADR fuel consumption figure on test, at 7.9 litres/100km, not achieving any better due to not being able to get out of the city. But when you consider you鈥檙e getting brilliant economy, and not losing luxury or driveability, it鈥檚 a very impressive package.

A few days ago, the E-Class was just voted Germany鈥檚 favourite car, receiving the Yellow Angel 2010 award, presented by the German automobile club ADAC (similar to our RACV). It鈥檚 not hard to see why. One thing that strikes you is how refined the ride is. We can only imagine that the standard 16-inch wheels would be even better, but the way it absorbs the microscopic irregularities that can make suspension seem brittle, is just amazing. Yet it seems to firm up at speed, so you鈥檙e never left with that floaty, boaty feeling. It handles reasonably, too, despite its low-rolling resistance Pirelli Cinturatos, but don鈥檛 expect it to dart about - it鈥檚 still a big car. The size means its interior is able to swallow five bodies much easier than a BMW 5 Series, and with much more rear head-room than Jaguar XF. The build quality is as per Merc鈥檚 latest offering - pretty much perfect.

The COMAND system (Benz鈥檚 interactive interface) is still a little counter-intuitive, but in the E 220 CDI most of the functions can be accessed via the centre console buttons anyway; SatNav is an optional extra. Apart from a cruise control stalk which you might initially mistake for an indicator stalk, the control surfaces are all within easy reach, and the driving position is spot on. The E-Class features some of the best seats in the business, too, with a perfect blend of padding, firmness, bolstering, and space. Even the back seat is padded for long distance travel. The boot is large, at 540 litres, and the rear seats can fold down almost flat giving a huge load area. Practicality then, is high on the list of the E-Class鈥檚 virtues. But so is driveability. The brakes are always progressive and consistent, and the steering has enough feedback to keep you interested. It does take a while to self-centre after turn in, however it wouldn鈥檛 be a deal breaker to most buyers. What would be is the price, and thankfully, it鈥檚 keenly positioned. 80,900, this is the cheapest and most fuel efficient E-Class you can buy. But regardless of the low entry ticket cost and fuel saving, it鈥檚 still a practical, rewarding and cossetting car that鈥檚 built to perfection and rides like a dream. You鈥檙e getting all the benefits of easing your environmental conscience, with none of the drawbacks. That little blue and silver badge has certainly done its trick. Buyers of this car won鈥檛 be getting the blues.